【摘要】：連續(xù) 剛構(gòu)組合梁橋施工難度大，為了保證橋梁在施工過程中處于安全狀態(tài)，主梁順利合龍、成橋后橋梁線形與結(jié)構(gòu)內(nèi)力滿足設(shè)計要求，對橋梁進行施工監(jiān)控是非常必要的。本文以鄭少高速公路與航海路連接線南水北調(diào)大橋輔線橋——大跨徑預(yù)應(yīng)力混凝土連續(xù) 剛構(gòu)組合梁橋為實例，制定了橋梁施工監(jiān)控方案，實施了橋梁施工監(jiān)控，并對主梁合龍關(guān)鍵技術(shù)進行了研究。所完成的主要工作和取得的結(jié)論有： 1．利用有限元軟件Midas/Civil建立輔線橋有限元計算模型，對其施工全過程進行了模擬計算。對主要結(jié)構(gòu)參數(shù)進行了敏感性分析，計算結(jié)果表明：施工過程中主梁線形受自重影響最大，混凝土彈性模量次之，預(yù)應(yīng)力孔道偏差系數(shù)和孔道摩擦系數(shù)影響小。在施工中，應(yīng)嚴(yán)格控制對結(jié)構(gòu)影響較大的參數(shù)，并根據(jù)現(xiàn)場實際情況修正理論計算模型。 2．根據(jù)輔線橋結(jié)構(gòu)特點，制定橋梁施工監(jiān)控方案�；谧赃m應(yīng)控制理論，采用以線形控制為主、應(yīng)力控制為輔的原則開展橋梁施工監(jiān)控工作。現(xiàn)場監(jiān)測內(nèi)容包括應(yīng)力、線形和溫度監(jiān)測，通過對主梁各施工階段進行實時監(jiān)測，了解主梁的受力和線形，為修正計算模型和預(yù)測下一梁段受力和線形提供依據(jù)。 3．實施橋梁現(xiàn)場施工監(jiān)控，根據(jù)現(xiàn)場實際情況使用最小二乘法對結(jié)構(gòu)參數(shù)進行識別和調(diào)整，通過不斷修正計算模型參數(shù)，準(zhǔn)確預(yù)測和調(diào)整下一梁段立模標(biāo)高，指導(dǎo)現(xiàn)場施工，使大橋順利合龍，且在整個施工過程中橋梁處于安全狀態(tài)。對比實測值與理論值可以看出：應(yīng)力和線形實測值能較好吻合理論值，施工監(jiān)控效果良好。 4．考慮合龍溫差對中跨頂推力的影響，優(yōu)化了設(shè)計頂推力，得出在一定變化范圍內(nèi)，頂推力、溫度變化均與順橋向位移成線性關(guān)系，進而得到溫度變化與頂推力的關(guān)系。將優(yōu)化后的頂推力用于指導(dǎo)輔線橋的頂推施工，取得較好的效果。 5．考慮不同合龍順序?qū)χ髁菏芰途�形的影響，對輔線橋的合龍順序進行了分析，結(jié)果表明：先合龍邊跨再合龍中跨的方案結(jié)構(gòu)壓應(yīng)力儲備較多，利于橋梁結(jié)構(gòu)后期受力，豎向撓度變化幅度和次邊跨下?lián)陷^其它方案小，，盡管隨著成橋時間的延長主跨下?lián)仙远啵赏ㄟ^合理設(shè)置預(yù)拱度來解決，故輔線橋先合龍邊跨再合龍中跨的主梁合龍順序是較為合理的。 6．考慮邊跨現(xiàn)澆段滿堂支架拆除時機不同對成橋線形和結(jié)構(gòu)受力的影響，對滿堂支架的拆除時機進行了分析，結(jié)果表明：在邊跨合龍之后中跨合龍之前拆除滿堂支架，與中跨合龍后拆除滿堂支架相比，橋梁結(jié)構(gòu)壓應(yīng)力儲備較豐富，成橋初期主跨上撓較多，對后期主梁線形和結(jié)構(gòu)受力更為有利。
[Abstract]:The construction of continuous rigid frame composite beam bridge is difficult. In order to ensure that the bridge is in a safe state during the construction process, the main beam is closed smoothly, the alignment of the bridge and the internal force of the structure after the completion of the bridge meet the design requirements, so it is very necessary to monitor the construction of the bridge. Taking the auxiliary bridge of the South-to-North Water transfer Bridge, a long-span prestressed concrete continuous rigid frame composite girder bridge, as an example, the bridge construction monitoring scheme is established and the bridge construction monitoring is carried out in this paper. The key technology of main beam closure is studied. The main works and conclusions are as follows: 1. The finite element model of auxiliary bridge is established by using finite element software Midas/Civil, and the whole construction process is simulated. 2. The sensitivity analysis of the main structural parameters shows that the linear shape of the main beam is most affected by deadweight in the construction process, followed by the elastic modulus of concrete, and the deviation coefficient of the prestressed channel and the friction coefficient of the channel are less affected. In construction, the parameters which have a great influence on the structure should be strictly controlled, and the theoretical calculation model should be revised according to the actual situation of the site. 2. According to the structural characteristics of the auxiliary bridge, the bridge construction monitoring scheme should be formulated. Based on adaptive control theory, the principle of linear control and stress control is adopted to carry out bridge construction monitoring. Field monitoring includes stress, alignment and temperature monitoring. Through real-time monitoring of the main beam during construction, we can understand the force and shape of the main beam. This paper provides the basis for revising the calculation model and predicting the force and line shape of the next beam segment. 3. The bridge construction monitoring is carried out, and the structure parameters are identified and adjusted by using the least square method according to the actual situation in the field. By constantly modifying the calculation model parameters, accurately predicting and adjusting the elevation of the next beam section, guiding the construction on site, making the bridge close smoothly, the bridge is in a safe state during the whole construction process. By comparing the measured values with the theoretical values, it can be seen that the stress and the linear measured values are in good agreement with the theoretical values, and the construction monitoring effect is good. 4. Considering the effect of the temperature difference of the closure on the thrust of the middle span, the design of the top thrust is optimized. It is concluded that in a certain range of variations, the change of thrust and temperature is linearly related to the displacement along the bridge, and the relationship between the temperature change and the thrust is obtained. The optimized jacking thrust is used to guide the jacking construction of the auxiliary bridge, and good results are obtained. 5. Considering the influence of different closure sequence on the force and alignment of the main girder, the closure sequence of the auxiliary bridge is analyzed. The results show that the compression stress reserve of the scheme with first closing side span and then closing middle span is more favorable to the later loading of bridge structure, and the variation range of vertical deflection and the secondary span deflection are smaller than those of other schemes. Although the deflection of the main span is slightly more with the extension of the bridge completion time, it can be solved by setting the prearch reasonably. Therefore, the sequence of main girder closure of auxiliary bridge is reasonable. 6. Considering the influence of the time of removing full support in the cast-in-place section of side span on the line shape and structure force of the bridge, The time of removing the full support is analyzed. The results show that the pressure stress reserve of the bridge structure is more abundant than that of the middle span support after the middle span closure, and the full hall support is removed before the closure of the side span after the middle span closure, compared with the full house support after the middle span closure, the bridge structure has abundant compressive stress reserve. At the beginning of the bridge, there are more deflection of the main span, which is more favorable to the line shape of the main beam and the force of the structure in the later stage.
【學(xué)位授予單位】：鄭州大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2014
【分類號】：U445.4

【參考文獻】

相關(guān)期刊論文 前10條

1 鄒毅松;單榮相;;連續(xù)剛構(gòu)橋合龍頂推力的確定[J];重慶交通學(xué)院學(xué)報;2006年02期

2 馬衛(wèi)華;孫全勝;;連續(xù)剛構(gòu)橋非高溫頂推合攏試驗分析[J];低溫建筑技術(shù);2011年04期

3 仇明;楊美良;;連續(xù)剛構(gòu)橋水平頂推力的研究[J];湖南交通科技;2011年02期

4 羅勛;樊長剛;楊健;;連續(xù)剛構(gòu)橋頂推合攏的計算分析及施工監(jiān)控[J];廣東公路交通;2009年01期

5 陳洪彬;陳群;王斐;馮苠;;大跨度連續(xù)剛構(gòu)橋合龍頂推效應(yīng)分析及方案設(shè)計[J];公路;2009年07期

6 溫婷;程海根;凌青松;;PC連續(xù)梁橋施工監(jiān)控中應(yīng)力測試分析[J];高速鐵路技術(shù);2012年01期

7 陳自華;;大嶝大橋連續(xù)矮墩剛構(gòu)合龍措施研究[J];中外公路;2009年02期

8 張剛剛;吳重男;;連續(xù)剛構(gòu)橋合龍段頂推力設(shè)計探討[J];中外公路;2011年05期

9 孫全勝;李大杰;;超長聯(lián)大跨連續(xù)梁橋合龍順序分析[J];世界橋梁;2012年05期

10 冷雙全;張永水;;高墩多跨連續(xù)剛構(gòu)橋最優(yōu)合龍順序選擇[J];交通科學(xué)與工程;2012年03期

本文編號：2250202